- The seven herbs of autumn
People go out at this time to look at the Seven Herbs of Autumn, the principal of which is the lespedeza bicolor with its pretty little red flowers; the other six are the miscanthus sinensis, pueraria thunbergiana, dianthus superbus, patrinia seabiosœfolia, cupatorium chinense, and platycodon grandiflorum. The autumnal equinox is celebrated in the same manner as the vernal. - A Street in Yedo
A Street in Yedo (From a picture by Settan, 1783–1843) - She decides to die in spite of Dr. Bottles
- Man seated sideways on a chair
- She finds that exercise does not improve her spirits
- The widow
Sad young lady - She finds some consolation in her mirror
Maid putting shoe on while young lady looks in mirror - The widow - standing
Lady standing in black dress - Miss Babbles, the authoress, calls and reads aloud
- Frederick at the watch-fire before the battle of Liegnitz
To the astonishment of all, Daun decided upon a battle, hoping thus to ensure the destruction of the Prussian army. The decisive blow was to be struck August 15, and to make it all the more decisive he arranged for an attack at daybreak and a repetition of the slaughter at Hochkirch. This time, however, Frederick was fortunate enough to hear of the plan and he made a counterplan at once. The Prussian army left its camp in absolute silence during the night and occupied the neighboring heights; and to make the Austrians believe it was resting quietly in its old position, peasants were employed to keep the campfires burning brightly. Noiselessly Frederick arranged his army in fighting order. Silently the regiments stood in `rank` and listened for the signal to attack. There was something weird in the spectacle. The infantry stood with weapons ready for attack, and bright sabres flashed in the stout fists of the troopers ready at any instant to strike. Far down in the east day was dawning, and the silent host in the gray dusk looked like a troop of spectres. To enjoy a moment’s rest, Generals Seydlitz and Zieten threw themselves down by a campfire and slept; but Frederick, sitting upon a drumhead, considered the plans of the coming battle. At last he too was overcome by fatigue, and lying by the side of his generals was soon asleep. Suddenly a major rushed up and loudly asked, “Where is the King?” The latter, somewhat startled, arose at once and answered, “What is the matter?” “The enemy is not four hundred yards away,” was his reply. Frederick at the watch-fire before the battle of Liegnitz Officers and men were at once on the alert. Two minutes sufficed to form the regiments in order. Words of command were heard on all sides. The cavalry made ready for the onset. The thunder of artillery resounded over hill and valley, and in less than ten minutes the battle was raging. Frederick’s invincible spirit worked wonders. General Laudon had not expected such a reception and was utterly astonished to find a powerful force confronting him when he expected to surprise the Prussians in their camp. But in this emergency everything depended upon energy and courage. He made a brave assault, but the Prussians made a braver resistance. They fought like lions, and if it had been lighter the enemy would have been mercilessly slaughtered. When the sun rose it illuminated the field covered with bodies and broken weapons. The four hours’ sanguinary conflict was decided. The Prussians won a complete victory, and the Austrians lost ten thousand men, beside twenty-three standards and eighty-two cannon. Thus ended the battle of Liegnitz, August 15, 1760. - Frederick stood on the bloody field like one dazed
Frederick stood on the bloody field like one dazed, and it was only by chance he was saved from capture by some Russians and Austrians who approached the spot where he was standing. Captain Prittiwitz, his fortunate star, happened to be passing near by, with forty hussars. Lieutenant Belten suddenly exclaimed: “Captain Prittiwitz, yonder stands the King.” 86 The captain immediately turned his horse and rode forward with his men to the King, who was standing with folded arms upon a sandy hillock and alone, save for a single attendant who held his horse. His sword was sticking in the sand in front of him. The captain had considerable trouble in persuading the King to mount his horse, for at that instant Frederick was on the very verge of despair. To the appeal of the captain, he replied: “Leave me, Prittiwitz; I am lost.” “Not yet, Your Majesty,” answered Prittiwitz; “you are still King of Prussia and commander of an army of brave soldiers.” “Well, if you think so, forward.” - C. P. R. grain elevator at Fort William, Ontario
The farmer sells his crop of wheat to the grain-dealer, and carts it, say, to Brandon, where the purchaser takes delivery of it at his elevator. Let us examine this thing somewhat minutely, taking by way of illustration one of the elevators belonging to the Canadian Pacific Railway Company at Montreal. It is a medium-sized one, having capacity for storing about 600,000 bushels of grain. The same company’s elevators at Fort William and Port Arthur are much larger, having capacity for 1,500,000 bushels. In Chicago and Buffalo there are elevators of three millions of bushels capacity; but, whether larger or smaller, in their main features they are all alike. The elevator is a wooden structure of great strength. Its massive stone foundations rest on piles imbedded in concrete. The framework is so thoroughly braced and bolted together as to give it the rigidity of a solid cube, enabling it to resist the enormous pressure to which it is subjected when filled with 18,000 tons of wheat. The building is 210 feet long, 80 feet wide, and 142 feet in height from basement to the peak of the roof. Including the steam-engine (built at the C. P. R. works) of 240 horse-power, the entire cost of this elevator was $150,000. It consists of three distinct compartments—for receiving, storing, and delivering grain. On the ground floor are two lines of rails by which the cars have ingress and egress. The general appearance of this flat is that of a bewildering array of ponderous posts and beams, shafting, cog-wheels, pulleys and belts, blocks and tackle, chutes, and the windlasses for hauling in and out the cars, for a locomotive with its dangerous sparks may not cross the threshold. Beneath this, in the basement, are the receiving tanks, thirty-five feet apart from centre to centre, corresponding to the length of the cars. Of these there are nine, enabling that number of cars to be simultaneously unloaded. This is quickly done by a shovel worked by machinery, with the aid of two men, the grain falling through an iron grating in the floor into the tank. The elevator has nine “legs.” The leg is an upright box, 12 inches by 24 inches, extending from the bottom of the tank to the top of the building; inside of it is a revolving belt with buckets attached 15½ inches apart. The belt is 256 feet long, and as it makes 36 revolutions per minute, each bucket containing one-third of a bushel, each leg is able to raise 5,250 bushels per hour. A car is unloaded and its contents hoisted into the upper regions in fifteen minutes. When all the legs are at work 30,000 bushels are handled in an hour. - Crossbowman approaching game
Crossbowman approaching game by means of a stalkig horse - A store of crossbow bolts, shafts and heads
The crossbowman is aiming at a target to the left of the picture. From a catalogue of the Arsenal of the Emperor Maximilian I. (6. 1459, d. 1519). - Captain John Smith’s Map of New England
The Pilgrims were familiar with Capt. John Smith’s account of a voyage in which he had surveyed the coast from Cape Cod to Penobscot Bay in 1614. He had even offered his services as guide and military captain, but Myles Standish got the job. Undoubtedly they did bring with them his Description of New England (London, 1616), in which the following map was published. Capt. Smith, who had already gained some fame and fortune in Virginia, dedicated to Prince Charles this effort in which the term “New England” first appeared: “... it being my chance to range some other parts of America, whereof I here present your highness the description in a map, my humble suit [in original, “sure”] is you would please to change their barbarous names for such English, as posterity may say Prince Charles was their godfather.” Several English place-names were incorporated in the map, but posterity disregarded most of them, a noteworthy exception being “Plimouth.” Smith notes that the Indians called the site “... Accomack, an excellent good harbor, good land, and no want of any thing but industrious people,” recalling that “After much kindness, upon a small occasion we fought also with 40 or 50 of those [Indians]; though some were hurt and some slain, yet within an hour after, they became friends.” - Good evening, gentlemen, evidently you were not expecting me
The King, remarked with the utmost composure: “Gentlemen, follow me. I am no stranger here.” Thereupon he rode to the left over the drawbridge leading to the castle, followed by a few of his officers. He had hardly arrived at the castle entrance when several Austrian officers and attendants, with lanterns in their hands, ran down the steps and made an effort to get to their horses in the castle yard and escape under cover of the darkness. The King, dismounting, quietly confronted them and said: “Good-evening, gentlemen. Evidently you were not expecting me. Is there no room left for me?” It would have been easy for them to have overpowered Frederick if they had had the courage, but the suddenness of his appearance and the confident tone of his voice so completely dazed them that they took the lanterns from the hands of their attendants, lit the King up the stairs, and escorted him to one of the finest of the rooms. The most distinguished of the Austrian officers introduced his comrades to the King, by name and `rank`, and all joined in agreeable conversation. During this time more Prussian officers arrived at the castle, fearing the King might be in danger; but they found him enjoying himself mightily. He finally took leave of the Austrian officers, however, and they sought quarters in other rooms of the spacious castle. - Horse-boat at Empy’s Ferry, Osnabruck, Ontario
Paddle-wheels for driving boats through the water were used long before steam-engines were thought of. They were worked by hand and foot-power without, however, any advantage over the old-fashioned oar. The horse-boat, in a variety of forms, has been in use for many years, and is not yet quite obsolete. In its earlier form two horses, one on each side of a decked scow, were hitched to firmly braced upright posts at which they tugged for all they were worth without ever advancing beyond their noses, but communicating motion to the paddle-wheels by the movable platform on which they trod. For larger boats four or five horses were harnessed to horizontal bars converging towards the centre, and moved around the deck in a circle, the paddles receiving their impulse through a set of cog-wheels. - Samuel de Champlain’s Map of Plymouth Harbor
Although the Pilgrims were the first Europeans to establish a permanent colony in northeastern North America, they did not come to an unknown land. As early as 1605, Samuel de Champlain had mapped Plymouth Harbor, in the course of a three-year expedition during which he explored the coast from Nova Scotia to Martha’s Vineyard. The quality of his detailed and accurate observations on the land and people appears in this map, and in his notes on the visit: “There came to us two or three canoes, which had just been fishing for cod and other fish which are found there in large numbers. These they catch with hooks made of a piece of wood, to which they attach a bone in the shape of a spear and fasten it very securely. The whole has a fang-shape, and the line attached to it is made out of the bark of a tree. They gave me one of their hooks, which I took out of curiosity. In it the bone was fastened on by hemp, like that in France, as it seemed to me, and they told me that they gathered this plant without being obliged to cultivate it, and indicated that it grew to the height of four or five feet. This canoe went back on shore to give notice to their fellow inhabitants, who caused columns of smoke to arise on our account. We saw eighteen or twenty savages, who came to the shore and began to dance. Our canoe landed in order to give them some bagatelles, at which they were greatly pleased. Some of them came to us and begged us to go to their river. We weighed anchor to do so, but were unable to enter on account of the small amount of water, it being low tide, and were accordingly obliged to anchor at the mouth. I went ashore, where I saw many others, who received us very cordially. I made also an examination of the river, but saw only an arm of water extending a short distance inland, where the land is only in part cleared. Running into this is merely a brook not deep enough for boats except at full tide. The circuit of the bay is about a league. On one side of the entrance to this bay there is a point which is almost an island, covered with wood, principally pines, and adjoins sandbanks, which are very extensive. On the other side, the land is high. There are two islets in this bay, which are not seen until one has entered, and around which it is almost entirely dry at low tide. This place is very conspicuous from the sea, for the coast is very low, excepting the cape at the entrance to the bay. We named it the Port du Cap. St. Louis...”. - 'Great Republic'
Last of the Clipper Passenger Packets, 1854. The clipper “packet ship” was a vast improvement on the ordinary sailing ship. It had just reached its highest point of development when the ocean steamship first made its appearance. It was to the upper strata of the travelling community, sixty years ago, the counterpart of the express steamer of to-day. The packet-ship was built for fast sailing, with very fine lines, was handsomely fitted up and furnished, was exceedingly well found in eatables and drinkables, and carried a great spread of canvas. To see one of these ships under full sail was a [Pg 27]sight to be remembered—a rare sight, inasmuch as all the conditions of wind and water necessary for the display of every stitch of canvas are seldom met with in the North Atlantic. They not unfrequently crossed in fourteen or fifteen days. In winter they might be three months on a single voyage, but their average would be from twenty-five to thirty days. - Different forms of crossbow bolts
I, 2, 3, 4, 5, 6, 7, military bolts ; 6, bolt with tow soaked in oil for firing ships and houses ; 7, bolt for a slur bow ; 8, bolt for killing deer ; 9, 10, bolts for killing large birds ; 11, 12, bolts for killing game birds. The latter had not metal heads, and were blunt, so as not to damage the game. - Double repetition action of Sebastian Erard as used by S. & P. Erard, Paris
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Roller. 7. Hammer-head. 8. Jack regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Felt cushion to engage with check. 13. Sticker connecting key and wippen. 14. Action-rails. 15. Damper-head. 16. Damper operating device. 17. Device to limit travel of jack. 18. String. 19. Spring (v-shaped) for escapement lever and jack. - English direct lever grand action, developed by Broadwood from Backers (1884)
1. Key. 2. Jack. 3. Jack operating spring. 4. Rail and cushion limiting travel of jack. 5. Button and screw regulating escapement of hammer. 6. Hammer-butt with operating notch. 7. Hammer-butt flange. 8. Hammer-shank. 9. Hammer-head. 10. Check. 13. Action-rails. - Iron plate for upright pianoforte fitted with Capo D’astro bar
- Action by Andreas and Nanette (Stein), Streicher Viennese escapement (1794)
1. Key. 2. Jack. 3. Jack-operating spring. 4. Cushion limiting rebound of jack. 5. Button and screw regulating escapement of hammer. 6. Hammer-butt and operating face. 7. Hammer-butt pivot. 8. Hammer-shank. 9. Hammer-head. 10. Check. 11. Damper-lifter. 12. Damper-head. 13. Action-rails. - Cristofori’s action in its final form
1. Key. 2. Jack. 3. Jack-operating spring. 4. Cushion limiting rebound of jack. 5. Under-hammer. 6. Hammer-butt. 7. Hinge of hammer-butt. 8. Hammer-shank. 9. Hammer head. 10. Check. 11. Damper-lifter. 12. Damper-head. 13. Action-beam. 14. Wrest-plank. 15. Tuning pins. 16. Bearing-bridge. 17. String. - The Erard grand action modified by Herz
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Hammer-butt notch. 7. Hammer-head. 8. Jack regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Molded tail of hammer-head to engage with check. 13. Capstan-screw connecting key and wippen. 14. Action-rails. 15. Damper-head. 16. Damper-operating device. 17. Device to limit travel of jack. 18. Regulating device for escapement lever. 19. Springs (2) for escapement lever and jack. 20. String. 21. Flange. - Iron plate for upright pianoforte with Agraffes (Mehlin patents)
- Arrangement of iron plate, braces and scale of parlor size grand pianoforte
- Back view of upright pianoforte
Back view of upright pianoforte, Knabe patents, showing ribbing of sound-board and construction of back framing. - Upright action showing lost-motion device
Upright action showing lost-motion device, metallic regulating rail support, capstan screw, jack regulating rail and metallic action brackets. 34. Hammer-rail lifter-wire. 35. Hammer-rail swing-lever. 36. Hammer-rail lifter rod. 37. Lifter-rod lever. 38. Compensation-lever. 39. Capstan-screw. 40. Rail for limiting return movement of jack. 41. Metallic regulating rail support. - Jonas Chickering’s full solid cast grand metal plate
- Grand pianoforte action with metallic action and damper frames
Grand pianoforte action with metallic action and damper frames, sostenuto pedal device and hammer swinging soft pedal attachment. 22. Sostenuto pedal-rod. 23. Attachment to damper-lever engaging with sostenuto pedal-rod. 24. Metallic action and damper-brackets. 25. Hammer swing-rail and cushion. 26. Hammer swing-rail rod. 27. Hammer swing-rail lifter. 28. Lifter-rod. 29. Lost motion compensating levers. 30. Lost motion compensating levers. - Sketch of iron plate for concert grand
Sketch of iron plate for concert grand, showing general arrangement of braces, belly-bridges and system of bolts for fastening to case. A—B. Hammer line. 1. Body of plate. 2. Bass bridge. 3. Continuous treble bridge. 4. Agraffes. 5. Capo d’astro bar. Plate is cast in one piece and scale is overstrung. - Modern method og grand pianoforte case construction
A. Continuous bent rim. B. Wooden struts. C. Iron shoe holding struts and connecting with iron plate. D. Main beam. - Standard American upright action
1. Key-rocker. 2. Abstract. 3. Abstract-lever. 4. Flange. 5. Action-rail. 6. Wippen. 7. Jack. 8. Jack-spring. 9. Check. 10. Check-wire. 11. Bridle-wire. 12. Tip of bridle-tape. 13. Bridle-tape. 14. Back-stop. 15. Regulating rail. 16. Regulating button. 17. Regulating screw. 18. Hammer-butt. 19. Hammer-shank. 20. Hammer-molding. 21. Hammer-head. 22. Hammer-rail. 23. Hammer-butt spring. 24. Hammer-spring rail. 25. Damper-spoon. 26. Damper-lifting rod. 27. Damper-lever. 28. Damper-lever spring. 29. Damper-wire. 30. Damper-block. 31. Damper-head. 32. String. 33. Continuous brass hammer-butt flange. - Standard modern American grand action
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Roller. 7. Hammer-head. 8. Jack-regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Molded tail of hammer-head to engage with check. 13. Key-rocker and sticker connecting wippen and key. 14. Action-rails. 15. Damper-head. 16. Damper operating device. 17. Device to limit travel of jack. 18. Regulating device for escapement lever. 19. Separate springs for jack and escapement lever. 20. String. 21. Flanges. - Page Frame